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WO2000047882A1 - Procede pour faire fonctionner un moteur a combustion interne a temps de commande variables d'echange des gaz - Google Patents

Procede pour faire fonctionner un moteur a combustion interne a temps de commande variables d'echange des gaz Download PDF

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Publication number
WO2000047882A1
WO2000047882A1 PCT/EP2000/000205 EP0000205W WO0047882A1 WO 2000047882 A1 WO2000047882 A1 WO 2000047882A1 EP 0000205 W EP0000205 W EP 0000205W WO 0047882 A1 WO0047882 A1 WO 0047882A1
Authority
WO
WIPO (PCT)
Prior art keywords
phase
gas
exhaust gas
compression
exhaust
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/EP2000/000205
Other languages
German (de)
English (en)
Inventor
Christian Enderle
Walter Friess
Jürgen GANSER
Ulrich Letsche
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Mercedes Benz Group AG
Original Assignee
DaimlerChrysler AG
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by DaimlerChrysler AG filed Critical DaimlerChrysler AG
Priority to DE50001545T priority Critical patent/DE50001545D1/de
Priority to US09/913,142 priority patent/US6564758B1/en
Priority to JP2000598761A priority patent/JP2002536590A/ja
Priority to EP00901544A priority patent/EP1159521B1/fr
Publication of WO2000047882A1 publication Critical patent/WO2000047882A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0203—Variable control of intake and exhaust valves
    • F02D13/0215—Variable control of intake and exhaust valves changing the valve timing only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B75/021—Engines characterised by their cycles, e.g. six-stroke having six or more strokes per cycle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0242—Variable control of the exhaust valves only
    • F02D13/0249—Variable control of the exhaust valves only changing the valve timing only
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/0025—Controlling engines characterised by use of non-liquid fuels, pluralities of fuels, or non-fuel substances added to the combustible mixtures
    • F02D41/0047—Controlling exhaust gas recirculation [EGR]
    • F02D41/006—Controlling exhaust gas recirculation [EGR] using internal EGR
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M26/00—Engine-pertinent apparatus for adding exhaust gases to combustion-air, main fuel or fuel-air mixture, e.g. by exhaust gas recirculation [EGR] systems
    • F02M26/01—Internal exhaust gas recirculation, i.e. wherein the residual exhaust gases are trapped in the cylinder or pushed back from the intake or the exhaust manifold into the combustion chamber without the use of additional passages
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B1/00—Engines characterised by fuel-air mixture compression
    • F02B1/02—Engines characterised by fuel-air mixture compression with positive ignition
    • F02B1/04—Engines characterised by fuel-air mixture compression with positive ignition with fuel-air mixture admission into cylinder
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B75/00—Other engines
    • F02B75/02—Engines characterised by their cycles, e.g. six-stroke
    • F02B2075/022—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle
    • F02B2075/027—Engines characterised by their cycles, e.g. six-stroke having less than six strokes per cycle four
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02B—INTERNAL-COMBUSTION PISTON ENGINES; COMBUSTION ENGINES IN GENERAL
    • F02B3/00—Engines characterised by air compression and subsequent fuel addition
    • F02B3/06—Engines characterised by air compression and subsequent fuel addition with compression ignition
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D13/00—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing
    • F02D13/02—Controlling the engine output power by varying inlet or exhaust valve operating characteristics, e.g. timing during engine operation
    • F02D13/0261—Controlling the valve overlap
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/12—Improving ICE efficiencies
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the invention relates to a method for operating an internal combustion engine with variable gas exchange control times, especially for quickly reaching the operating temperature during a cold start, for temporarily increasing hot gas generation and / or for realizing multi-cycle operation with an increased number of cycles per work cycle, the latter in particular for distributing the combustion process over several work cycles a working game.
  • gas exchange control times is understood here to mean the control times of the intake and exhaust valves of the combustion chamber or combustion chambers of the internal combustion engine, referred to collectively as gas exchange valves.
  • the patent DE 1 034 925 describes a method for operating a piston internal combustion engine with an exhaust gas turbine, in which the setting of variable gas exchange control times is made possible by an adjustment control, which allows a change in the angular position of a camshaft relative to a crankshaft by actuating an associated lever. If, starting from a current operating state, the drive power provided by the internal combustion engine on an output shaft is to be reduced, the exhaust valve is adjusted early by means of the adjustment control in order to continue to supply essentially the same energy to the exhaust gas turbine, so that they are kept in an operating range with good efficiency can.
  • the exhaust gas turbine can be mechanically coupled to its output shaft, which is used, for example, to drive a motor vehicle, or can form an exhaust gas turbocharger together with a corresponding charger part.
  • provision can be made especially in the low speed range by early adjustment of the exhaust valves of the exhaust gas turbine supply a lot of energy so that it can generate a relatively high torque.
  • the invention is based on the technical problem of providing a new type of operating method of the type mentioned at the outset, with which an internal combustion engine can be operated in a relatively economical manner and with low pollutant emissions, especially in special operating situations, such as for warming up and for producing hot gas, while utilizing the possibility of setting variable gas exchange control times.
  • the invention solves this problem by providing an operating method with the features of claims 1, 4, 5 or 6.
  • the operating modes specifically specified in these claims can be provided in corresponding operating situations for one and the same internal combustion engine, taking advantage of the possibility of variable gas exchange control times to be able to adjust.
  • the method according to claim 1 specifically includes an exhaust gas direct recirculation mode in which the exhaust valve or exhaust valves are adjusted late, ie the exhaust valve is delayed compared to normal operation, in which it is only opened during a gas push-out phase, during one of the gas push-out phases subsequent gas intake phase closed.
  • this can take place in each working cycle or only for a selectable part of the successive working cycles of one or more selectable combustion chambers, ie the operating mode in question can be individually designed for a predefined combustion chamber and / or working cycle pattern every combustion chamber and every working cycle can be set.
  • the hot exhaust gas component heats the fresh air quantity subsequently supplied via the inlet valve, so that overall the heat emission to the combustion chamber walls increases.
  • This operating mode is therefore particularly suitable, for example, for reaching the operating temperature more quickly during a cold start.
  • the respective intake valve is opened late by approximately the same delay time as the exhaust valve compared to normal operation, i.e. the opening process for the inlet valve then alternates with the closing process for the outlet valve as usual. This avoids a noticeable gas exchange between the intake tract and the exhaust tract.
  • Bet ⁇ ebsart Abgasdirektruckschreibungs- is provided according to claim 3 additionally a Fruhverwolf of the exhaust valve, that the outlet valve is not only later than normally closed, but also earlier than nor ⁇ open times, that is before the beginning of the gas expulsion during a previous combustion and expansion phase.
  • This causes hot exhaust gas which is still under pressure to relax the exhaust tract, so that less energy is converted into mechanical work and therefore additional exhaust gas heat accumulates, which can be used to reach the operating temperature more quickly.
  • a hot gas which is still relatively high in energy or enthalpy can also be provided, if necessary, in order to bring about an increased power output in a downstream expansion process, for example in an exhaust gas turbine of a turbocharger.
  • the method according to claim 4 specifically includes an exhaust gas holding mode, in which for at least some of the successive work cycles the exhaust valve does not open as usual after a combustion and expansion phase, but is kept closed during a subsequent compression phase and only in the course of a subsequent one Expansion phase or at the end of the same and thus at the beginning of a subsequent gas push-out phase.
  • This Einschie ⁇ ben an additional compression and expansion phase increases the number of cycles of the cycle by two clocks, that is, at a four-cycle engine results in a six-stroke operation, and has the result that the still hot flue gas compared with the normal ⁇ operation correspondingly long in the combustion chamber aufhalt and therefore more time is available for heat transfer to the combustion chamber walls.
  • this mode is therefore to quickly reach operating temperature for the internal combustion engine itself and possibly for a connected emission control system management and especially th in automotive applications and for Verress ⁇ providing heat for cabin heating.
  • the energy of the ver ⁇ combusted fuel is not converted uncompromising optimally m mechanical drive power mode exhaust hold even with this, but used for specific, relatively torssgunstigen and pollutant emission poor provision of exhaust heat.
  • the operating method according to claim 5 specifically includes an exhaust gas filling mode, in which for at least some of the successive work cycles the exhaust valve is not closed at the end of a gas push-out phase, but is kept open over the subsequent gas intake phase and at the same time the inlet valve also remains closed in the gas intake phase.
  • the combustion chamber is exclusively filled with exhaust gas in this gas intake phase.
  • a compression and expansion phase is inserted with the gas exchange valves kept closed and the ignition and fuel injection remaining deactivated.
  • the tightness required in this period for this running of the cylinder must be applied elsewhere, for example by other cylinders fired in the same period with a higher load than usual. In this case, an increased wall heat transfer can take place in these cylinders operated with a higher load.
  • the compression energy generated in the compression phase during exhaust gas compression can be partly released to the combustion chamber wall and partly converted into gas pressure.
  • the exhaust valve, the expansion phase, a part of the gas pressure can be increased exhaust gas heat instead m m mechanical Antriebsar ⁇ beit reacted while still by early opening.
  • This exhaust gas filling mode is therefore also suitable for effective heat supply, especially when the internal combustion engine is warming up.
  • the method according to claim 6 specifically includes an additional cycle mode, in which the combustion process is divided into several cycles of a corresponding work cycle and / or an additional exhaust gas cleaning work cycle is inserted, for which purpose the work cycle contains corresponding additional work cycles.
  • an additional cycle mode in which the combustion process is divided into several cycles of a corresponding work cycle and / or an additional exhaust gas cleaning work cycle is inserted, for which purpose the work cycle contains corresponding additional work cycles.
  • an individual fuel injection can be carried out in the combustion chamber for each of these combustion and expansion phases.
  • two directly consecutive combustion and expansion phases, each with an associated compression phase can be provided within one working cycle.
  • Another option is an additional work cycle Emission control measures are provided, for example the addition of a nitrogen oxide reducing agent.
  • valve lift / piston stroke work cycle diagram illustrating a normal operating mode of a four-stroke piston internal combustion engine
  • FIG. 2 shows a diagram corresponding to FIG. 1, but for the example of an exhaust gas direct recirculation mode
  • FIG. 3 is a diagram corresponding to FIG. 1, but for the example of an exhaust gas holding mode
  • Fig. 4 is a diagram corresponding to Fig. 1, but for the example of an exhaust gas filling mode
  • Fig. 5 is a diagram corresponding to FIG. 1, but for the case ⁇ game case an additional-stroke mode.
  • FIG. 1 to 5 different modes of operation of a four-stroke piston internal combustion engine are illustrated in the form of a respective diagram, which for a combustion chamber, the course of the stroke of the gas exchange valves, that is, the intake and exhaust valve, and the piston stroke in each case depending on the crankshaft angle for Reproduces work cycle qualitatively.
  • the dash-dotted curve 1 represents the stroke of the piston, which, as usual, moves between a bottom dead center UT and an upper dead center OT.
  • the situation at top dead center OT differs depending on whether a gas change is taking place, referred to as GW-OT in the diagrams, or a compression, referred to as VD-OT in the diagrams.
  • the diagrams show the piston stroke positions of the bottom dead center UT and the top dead center.
  • points GW-OT, VD-OT equated with the corresponding crank angle values on the abscissa.
  • the valve lift is plotted in the diagrams according to the left ordinate in the sense of increasing opening, ie the valve lift value at the abscissa height corresponds to a closed valve, while the upper plateau value of the various gas exchange valve characteristics represents the full open position of the valve in question.
  • Fig. 1 illustrates the normal, common four-stroke mode.
  • a first work cycle Ia which forms a gas intake phase, in which the piston moves from the top gas exchange dead center GW-OT to the bottom dead center UT, the inlet valve is opened, as represented by an associated characteristic curve El. The outlet valve is closed in the meantime.
  • a subsequent second work cycle Ha forms a compression phase in which the piston moves from bottom dead center UT to top compression dead center VD-OT and the gas exchange valves remain closed.
  • a combustion and expansion phase in which the piston moves from top compression dead center VD-OT to bottom dead center UT and the ignition of the air / fuel mixture formed in the combustion chamber and the expansion of the combustion gas formed he follows.
  • the fuel can get into the combustion chamber in the usual way after injection m the intake tract with the fresh air or it can preferably be injected directly into the combustion chamber, usually during the compression phase Ha.
  • the subsequent fourth working cycle IVa forms a gas push-out phase, m which, when the intake valve is closed, opens the exhaust valve, as represented by the associated characteristic curve AI, whereby the combustion gas m is pushed out of the exhaust tract. This concludes a four-stroke work game, which is followed by the next work game.
  • FIG. 2 illustrates a direct exhaust gas recirculation mode in which a part of the combustion gas expelled via the exhaust valve m directly exhausts the combustion chamber in the same working cycle. is sucked back and, moreover, hot combustion gas is expanded by opening the exhaust valve early. Both measures lead to the fact that the energy provided by the fuel combustion is not optimally converted into mechanical auxiliary energy, but is partly used to generate heat, for example to reach the operating temperature of the internal combustion engine more quickly during a cold start.
  • a compression phase Ilb which unchanged corresponds to that of normal operation in FIG. 1
  • the mixture in the combustion chamber is compressed, which is followed by a combustion and expansion phase Illb, during which the exhaust valve is opened early, for example after Half of the combustion and expansion phase, as represented by an associated characteristic curve A2.
  • the early opening of the exhaust valve still has before the piston reaches the bottom dead center UT he ⁇ , hot, is still pressurized combustion gas m the Abgasauslledge Consumer Release
  • the outlet valve remains open during a subsequent gas push-out phase IVb and is only closed in the course of a subsequent gas suction phase Ib, ie only by a predeterminable rucksack delay value RV after the top gas exchange dead center GW-OT.
  • the inlet valve is delayed by preferably the same value RV only in the course of the gas intake phase Ib, as represented by an associated characteristic curve E2.
  • This hot exhaust gas portion heats the amount of fresh air supplied by the subsequent opening of the inlet valve, so that the total heat released to the combustion chamber walls and thus to a cooling agent which cools the same increases during the work cycle.
  • the shortened warm-up phase of the internal combustion engine has Noteworthy effect that heat is available relatively quickly for heating a vehicle interior via the engine coolant. This is particularly important in modern engines which are so optimized for high efficiency that the amount of heat available for vehicle heating is often perceived as too low in partial load operation.
  • the increased generation of exhaust gas heat without simultaneous generation of an unnecessarily high mechanical drive power is advantageous in the case of an exhaust gas cleaning system connected downstream of the internal combustion engine, since this too will reach the operating temperature required for effective pollution reduction more quickly.
  • the early opening of the exhaust valve can also be used for a temporarily increased generation of hot gas in m traps, which are followed by a hot gas expansion process on the exhaust gas side, for example in the form of an exhaust gas turbine of an exhaust gas turbocharger.
  • the internal combustion engine can be operated as a hot gas generator for a certain period of time by opening the exhaust valve early during the combustion and expansion phase Illb at the expense of the mechanical energy supply.
  • the internal combustion engine can then again be operated conventionally, ie optimized for the generation of mechanical power.
  • an exhaust gas turbine functioning as a hot gas expansion machine can also be coupled to an electric generator.
  • the diagram in FIG. 3 illustrates an exhaust gas holding mode in which the four-stroke internal combustion engine is operated in a six-stroke mode by inserting two additional working cycles in order to increase the length of time the hot combustion gas stays in the combustion chamber.
  • the first three work cycles in the form of a gas intake phase Ic, a compression phase IIc and a combustion and expansion phase IIIc correspond to those of normal operation in FIG. 1.
  • the exhaust valve remains closed in a fourth work step IVc, as a result of which the warm exhaust gas located in the combustion chamber is closed is compressed again in a compression phase.
  • the exhaust gas is then relaxed again.
  • a subsequent sixth work cycle VIc then forms a gas push-out phase with the exhaust valve open corresponding to the fourth work cycle IVa of normal operation in FIG. 1.
  • the exhaust valve can be opened during the expansion phase Vc by a predefinable push-forward advance value AVi before the start of the gas push-out phase VIc, see the corresponding dashed exhaust valve characteristic curve A4.
  • the hot combustion gas which is still under pressure, derum its energy less m mechanical piston work than m exhaust gas heat, which can be used for faster heating of the internal combustion engine and / or a downstream exhaust gas cleaning system.
  • FIG. 4 illustrates an exhaust gas filling mode, in which the combustion chamber is temporarily filled with exhaust gas instead of at least partially with fresh air, with the resulting doubling of the number of cycles per work cycle.
  • the first three work cycles m in the form of a gas intake phase Id, a compression phase Ild and a combustion and expansion phase Illd correspond to those of normal operation in FIG. 1.
  • a subsequent gas push-out phase IVd as the fourth work cycle corresponds to that of normal operation with the exception that at the end This gas push-out phase IVd the outlet valve is not closed, but is kept open until the end of a subsequent gas suction phase as a fifth work cycle Vd, whereby in contrast to normal operation the inlet valve remains closed during this gas suction phase Vd.
  • FIG. 5 illustrates an example of an additional cycle operating mode, in which the combustion process within a work cycle is divided into several combustion and expansion phases, for which the work cycle includes corresponding additional work cycles.
  • an internal combustion engine designed for the four-stroke principle can be converted to multi-stroke operation with more than four strokes per work cycle without mechanical intervention being required.
  • the change only has to be stored in the engine control unit, e.g. m Software as the corresponding program code. This also applies to the other operating modes according to the invention.
  • a four-stroke internal combustion engine is operated in six-stroke mode with a first combustion in the third and a second combustion in the fifth working cycle without an intermediate gas exchange process.
  • the first three work cycles m the form of a Gasansaugphase Ie, a compression phase Ile and a combustion and expansion phase Ille entspre ⁇ chen those of the normal operation of Fig. 1.
  • the combustion in the third working stroke Ille takes place here with excess air.
  • the exhaust valve is not opened as usual, but the exhaust and intake valve are kept closed, so that the subsequent fourth work cycle IVe forms a compression phase in which the air / exhaust gas in the combustion chamber is Mixture is compressed again.
  • a subsequent sixth work cycle VIe forms a gas push-out phase corresponding to the fourth work cycle of normal operation in FIG. 1 and concludes the six-cycle work cycle.
  • the additional cycle mode can be designed so that pre-and main combustion is carried out in the partial load range in the third cycle Ille and in the fourth and / or fifth cycle IVe, Ve an exhaust gas aftertreatment.
  • the latter can be in the form of afterburning by further fuel supply or in the form of a pollutant conversion e.g. done by adding reducing agents that are used for nitrogen oxide conversion.
  • Another alternative is to treat only a certain part of the mixture contained in the combustion chamber in the fourth and fifth working cycles IVe, Ve, while the rest of the mixture, for example, can be discharged by briefly opening the exhaust valve at the beginning of the fourth working cycle IVe, in order to allow one to flow out perform post-motor reaction.
  • the second phase of the combustion process for example in the fifth work cycle Ve, can be designed that only a part of the injected fuel quantity burns and the remaining part remains unburned as an excess quantity in the processed form and is purged with the raw exhaust gas in order to provide a desired quantity of unburned hydrocarbons in the exhaust gas for exhaust gas aftertreatment, which can contribute, for example, to post-engine nitrogen oxide reduction.
  • largely homogeneous consumption of atmospheric oxygen can be achieved by the second combustion phase with good homogenization, so that, for example, the short-term grease operation with excess fuel that is cyclically required for the regeneration of nitrogen oxide adsorber catalysts can be accomplished in a simple manner.
  • gas exchange processes can be dispensed with entirely between two of the aforementioned internal engine processes, or alternatively a partial gas exchange for releasing gas from the combustion chamber or supplying gas to the combustion chamber is permitted.
  • the division of the combustion process into several work cycles is particularly suitable for internal combustion engines with direct injection, in which the times and amounts of fuel metering are freely selectable, at least within certain limits.
  • the actual combustion can be followed and / or preceded by one or more further internal engine processes. Between these processes, gas exchange processes can be dispensed with entirely. Alternatively, exhaust gas can be partially pushed out of the combustion chamber and / or fresh air can be partially supplied to the combustion chamber.
  • the operating modes described above can be distributed individually to the combustion chamber or combustion chambers of the internal combustion engine and their successive work cycles, that is to say for each work cycle of each combustion chamber, by setting the corresponding gas exchange control times and, if appropriate, the fuel injection and the ignition the operating mode can be set individually.
  • the particularly warm-delivering work cycles can be performed more or less frequently in the individual cylinders, depending on the requirements be performed.
  • the distribution of the work cycles of a respective mode of operation can take place in particular according to fixed patterns or in a rolling manner. For example, all cylinders of the internal combustion engine can be operated synchronously for part of the work cycles in normal operation according to FIG. 1 and otherwise in one of the other operating modes according to FIGS.
  • Cylinders are operated according to one of the other operating modes according to FIGS. 2 to 5 or other method variants according to the invention.
  • the operating method according to the invention is suitable for both gasoline and diesel engines.
  • the mode of operation according to the invention with variable gas exchange control times can of course be combined with other advantageous, conventional interventions in engine operation, such as early or late position of the center of combustion or carrying out several individual or long-lasting combustion processes within one work cycle, e.g. through multiple fuel metering during such a work cycle.
  • the operating modes with late closing of the exhaust valve, in particular if the latter is not opened early, and exhaust gas retention can also be used advantageously for fuel-efficient load control in the lower load range even when the internal combustion engine is warm.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
  • Exhaust-Gas Circulating Devices (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Abstract

L'invention concerne un procédé présentant différents modes de fonctionnement et les étapes suivantes: recyclage direct des gaz d'échappement par fermeture différée de la soupape de sortie; rétention des gaz d'échappement par introduction d'une phase de compression et d'expansion, les soupapes d'échange de gaz étant fermées; remplissage de la chambre de combustion avec des gaz d'échappement, par ouverture de la soupape de sortie dans la phase d'aspiration des gaz, la soupape d'admission étant fermée et/ou division du processus de combustion, éventuellement en combinaison avec une opération d'épuration des gaz, en plusieurs phases de travail d'un cycle de fonctionnement. Les différents modes de fonctionnement peuvent être ajustés individuellement pour chaque chambre de combustion et chaque cycle de fonctionnement.
PCT/EP2000/000205 1999-02-10 2000-01-13 Procede pour faire fonctionner un moteur a combustion interne a temps de commande variables d'echange des gaz Ceased WO2000047882A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
DE50001545T DE50001545D1 (de) 1999-02-10 2000-01-13 Verfahren zum betrieb einer brennkraftmaschine mit variablen gaswechselsteuerzeiten
US09/913,142 US6564758B1 (en) 1999-02-10 2000-01-13 Method for operating an internal combustion engine with variable charge changing control times
JP2000598761A JP2002536590A (ja) 1999-02-10 2000-01-13 可変ガス交換制御時間を持つ内燃機関を作動するための方法
EP00901544A EP1159521B1 (fr) 1999-02-10 2000-01-13 Procede pour faire fonctionner un moteur a combustion interne a temps de commande variables d'echange des gaz

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE19905364A DE19905364C1 (de) 1999-02-10 1999-02-10 Verfahren zum Betrieb einer Brennkraftmaschine mit variablen Gaswechselsteuerzeiten
DE19905364.2 1999-02-10

Publications (1)

Publication Number Publication Date
WO2000047882A1 true WO2000047882A1 (fr) 2000-08-17

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PCT/EP2000/000205 Ceased WO2000047882A1 (fr) 1999-02-10 2000-01-13 Procede pour faire fonctionner un moteur a combustion interne a temps de commande variables d'echange des gaz

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Country Link
US (1) US6564758B1 (fr)
EP (1) EP1159521B1 (fr)
JP (1) JP2002536590A (fr)
DE (2) DE19905364C1 (fr)
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AT501183B1 (de) * 2004-08-19 2006-11-15 Avl List Gmbh Verfahren zum betrieb einer brennkraftmaschine

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EP1159521B1 (fr) 2003-03-26
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US6564758B1 (en) 2003-05-20
ES2193935T3 (es) 2003-11-16
DE19905364C1 (de) 2000-08-03
EP1159521A1 (fr) 2001-12-05

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